Suspension control system for suspension of human-powered vehicle

ABSTRACT

A suspension control system is provided for a suspension of a human-powered vehicle. The suspension control system basically includes a detector and an electronic controller. The detector is configured to detect information relating to a running condition of the human-powered vehicle indirectly indicative of a pedaling state of the human-powered vehicle. The electronic controller is configured to output a control signal to adjust an operating state of the suspension in accordance with the information detected by the detector.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to German Patent Application No.102020100276.9, filed on Jan. 9, 2020. The entire disclosure of GermanPatent Application No. 102020100276.9 is hereby incorporated herein byreference.

BACKGROUND Technical Field

This disclosure generally relates to a suspension control system for asuspension of a human-powered vehicle.

Background Information

Some human-powered vehicles, in particular bicycles, have been providedwith one or more suspensions to absorb the shock that would have beentransmitted to the rider when riding on rough surfaces. In recent years,suspension control devices have been proposed to control a state of thesuspension(s) based on a running condition of the human-powered vehicle.For example, U.S. Pat. Nos. 8,286,982 and 9,676,441 both disclosesadjusting an operating state of a suspension based at least partially ona pedaling signal from a pedaling cadence sensor.

SUMMARY

Generally, the present disclosure is directed to various features of asuspension control system for a suspension of a human-powered vehicle.It has been discovered that detecting a pedaling state or a non-pedalingby directly detecting the movement of a part of a crank assembly (e.g.,using a pedaling cadence sensor) can result in an inaccuratedetermination of the need to adjust the suspension of the human-poweredvehicle. Namely, some riders may pedal in case which pedaling is notreally needed for the current running condition. In such a case, thesuspension may be incorrectly adjusted for the current running conditionbecause it is incorrectly determined that the pedaling is required underthe current running condition.

In one feature, a suspension control system is provided in which anoperating state of a suspension of a human-powered vehicle is adjustedbased on either an indirect detection of a pedaling state or afluctuation of a running condition of the human-powered vehicle in apredetermined time interval.

In view of the state of the known technology and in accordance with afirst aspect of the present disclosure, a suspension control system isprovided for a suspension of a human-powered vehicle, the suspensioncontrol system basically comprises a detector and an electroniccontroller. The detector is configured to detect information relating toa running condition of the human-powered vehicle indirectly indicativeof a pedaling state of the human-powered vehicle. The electroniccontroller is configured to output a control signal to adjust anoperating state of the suspension in accordance with the informationdetected by the detector.

With the suspension control system according to the first aspect, it ispossible to more appropriately adjust an operating state of thesuspension without directly detecting a pedaling state (e.g., withoutusing a cadence sensor to detect a pedaling state) to adjust theoperating state of the suspension.

In accordance with a second aspect of the present disclosure, asuspension control system is provided for a suspension of ahuman-powered vehicle, the suspension control system basically comprisesa fluctuation detector and an electronic controller. The fluctuationdetector is configured to detect information relating to a fluctuationin a running condition of the human-powered vehicle in a predeterminedtime interval. The electronic controller is configured to output acontrol signal to adjust an operating state of the suspension inaccordance with the information detected by the fluctuation detector.

With the suspension control system according to the second aspect, it ispossible to more appropriately adjust an operating state of thesuspension based on a fluctuation in a running condition of thehuman-powered vehicle without directly detecting a pedaling state (e.g.,without using a cadence sensor to detect a pedaling state) to adjust theoperating state of the suspension.

In accordance with a third aspect of the present disclosure, thesuspension control system according to the second aspect furthercomprises a detector configured to detect information relating to therunning condition of the human-powered vehicle indirectly indicative ofa pedaling state of the human-powered vehicle. The electronic controlleris further configured to output the control signal to adjust theoperating state of the suspension in accordance with the informationdetected by the detector.

With the suspension control system according to the third aspect, it ispossible to output a control signal to adjust the operating state of thesuspension in accordance with the information detected by the detector.

In accordance with a fourth aspect of the present disclosure, thesuspension control system according to the second or third aspect isconfigured so that the fluctuation relates to at least one of a tire airpressure, a vehicle acceleration, a handlebar load, a saddle load, anassist power output, a rider's movement, a chain state change and aprecise speed.

With the suspension control system according to the fourth aspect, it ispossible to more appropriately adjust the operating state of thesuspension based on at least one of a tire air pressure, a vehicleacceleration, a handlebar load, a saddle load, an assist power output, arider's movement, a chain state change and a precise speed.

In accordance with a fifth aspect of the present disclosure, thesuspension control system according to any one of the first to fourthaspects is configured so that the control signal includes at least afirst suspension control signal to set the suspension to a firstoperating state, a second suspension control signal to set thesuspension to a second operating state different from the firstoperating state, and a third suspension control signal to set thesuspension to a third operating state different from the first operatingstate and the second operating state. The electronic controller isfurther configured to output at least one of the first suspensioncontrol signal, the second suspension control signal and the thirdsuspension control signal to adjust the operating state of thesuspension.

With the suspension control system according to the fifth aspect, it ispossible to control the operating state of the suspension differentlyusing different control signals.

In accordance with a sixth aspect of the present disclosure, thesuspension control system according to the fifth aspect is configured sothat the operating state of the suspension relates to at least one of asuspension stroke, a spring preload, a damping, and a lockout.

With the suspension control system according to the sixth aspect, it ispossible to adjust different operating state of the suspension such asat least one of a suspension stroke, a spring preload, a damping, and alockout.

In accordance with a seventh aspect of the present disclosure, thesuspension control system according to any one of the first to sixthaspects further comprises an additional detector configured to detectadditional information relating to at least one of a riding posture ofrider riding the human-powered vehicle and a terrain condition. Theelectronic controller is further configured to output the control signalto adjust the operating state of the suspension in accordance with theinformation in combination with the additional information.

With the suspension control system according to the seventh aspect, itis possible to even more appropriately adjust the operating state of thesuspension based on additional information relating to at least one of ariding posture of rider riding the human-powered vehicle and a terraincondition.

In accordance with an eighth aspect of the present disclosure, thesuspension control system according to the seventh aspect is configuredso that the riding posture includes at least one of a sitting postureand a standing posture.

With the suspension control system according to the eighth aspect, it ispossible to even more appropriately adjust the operating state of thesuspension based on the riding posture of rider riding the human-poweredvehicle.

In accordance with a ninth aspect of the present disclosure, thesuspension control system according to the seventh or eighth aspect isconfigured so that the electronic controller is configured to adjust adamping value in accordance with the additional information relating tothe terrain condition.

With the suspension control system according to the ninth aspect, it ispossible to even more appropriately adjust the operating state of thesuspension based on the terrain condition on which the human-poweredvehicle is traveling.

In accordance with a tenth aspect of the present disclosure, thesuspension control system according to any one of the first to ninthaspects is configured so that the control signal includes at least oneof a front suspension adjustment signal and a rear suspension adjustmentsignal.

With the suspension control system according to the tenth aspect, it ispossible to adjust the operating state at least one of a frontsuspension and a rear suspension of the human-powered vehicle.

In accordance with an eleventh aspect of the present disclosure, abicycle comprises the suspension control system according to any one ofthe first to tenth aspects, and the bicycle further comprises a bicycleframe, a front wheel, a rear wheel and at least one of a frontsuspension and a rear suspension. The front wheel is coupled to thebicycle frame. The rear wheel is coupled to the bicycle frame. The frontsuspension is provided between the bicycle frame and the front wheel.The rear suspension is provided between the bicycle frame and the rearwheel.

With the suspension control system according to the eleventh aspect, itis possible to effectively use the suspension control system to adjust abicycle suspension.

Also, other objects, features, aspects and advantages of the disclosedsuspension control system will become apparent to those skilled in theart from the following detailed description, which, taken in conjunctionwith the annexed drawings, discloses preferred embodiments of thesuspension control system.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure:

FIG. 1 is a side elevational view of a human-powered vehicle (e.g., abicycle) having a front suspension and a rear suspension that arecontrolled by a suspension control system in accordance with oneembodiment;

FIG. 2 is a block diagram illustrating the suspension control system foradjusting the front suspension and the rear suspension of thehuman-powered vehicle of FIG. 1 ;

FIG. 3 is a flowchart of an automatic suspension control executed by theelectronic controller of the suspension control system for automaticallychanging an operating state of at least one of the front suspension andthe rear suspension of the human-powered vehicle of FIG. 1 in accordancewith information (detection results) from a detector that indirectlydetects a pedaling state of the human-powered vehicle;

FIG. 4 is a flowchart of a subroutine of the automatic suspensioncontrol of FIG. 3 that is executed by the electronic controller of thesuspension control system upon determining a pedaling state exists;

FIG. 5 is a flowchart of a subroutine of the automatic suspensioncontrol of FIG. 3 that is executed by the electronic controller of thesuspension control system upon determining a non-pedaling state exists;

FIG. 6 is a prestored control of first suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 4 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 7 is a prestored control of second suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 4 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 8 is a prestored control of third suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 4 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 9 is a prestored control of fourth suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 4 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 10 is a prestored control of fifth suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 4 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 11 is a prestored control of sixth suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 5 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 12 is a prestored control of seventh suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 5 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 13 is a prestored control of eighth suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 5 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 14 is a prestored control of ninth suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 5 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 15 is a prestored control of tenth suspension settings illustratedas a control table that is executed the electronic controller of thesuspension control system in carrying out the automatic suspensioncontrol of FIGS. 3 and 5 for adjusting the operating state of at leastone of the front suspension and the rear suspension of the human-poweredvehicle of FIG. 1 ;

FIG. 16 is a flowchart of an automatic suspension control executed bythe electronic controller of the suspension control system forautomatically changing an operating state of at least one of the frontsuspension and the rear suspension of the human-powered vehicle of FIG.1 in accordance with information (detection results) from a fluctuationdetector that detects a fluctuation in a running condition of thehuman-powered vehicle in a predetermined time interval;

FIG. 17 is a flowchart of an alternative subroutine of the automaticsuspension control of FIG. 3 that is executed by the electroniccontroller of the suspension control system upon determining a pedalingstate exists;

FIG. 18 is a flowchart of an alternative subroutine of the automaticsuspension control of FIG. 3 that is executed by the electroniccontroller of the suspension control system upon determining anon-pedaling state exists;

FIG. 19 is a flowchart of another alternative subroutine of theautomatic suspension control of FIG. 3 that is executed by theelectronic controller of the suspension control system upon determininga pedaling state exists;

FIG. 20 is a flowchart of an alternative subroutine of the automaticsuspension control of FIG. 3 that is executed by the electroniccontroller of the suspension control system upon determining anon-pedaling state exists;

FIG. 21 is a flowchart of a further subroutine of the automaticsuspension control of FIG. 19 that is executed by the electroniccontroller of the suspension control system upon determining a pedalingstate exists and a large impact is present;

FIG. 22 is a flowchart of a further subroutine of the automaticsuspension control of FIG. 19 that is executed by the electroniccontroller of the suspension control system upon determining a pedalingstate exists and a medium impact is present;

FIG. 23 is a flowchart of a further subroutine of the automaticsuspension control of FIG. 19 that is executed by the electroniccontroller of the suspension control system upon determining a pedalingstate exists and a small to zero impact is present;

FIG. 24 is a flowchart of a further subroutine of the automaticsuspension control of FIG. 20 that is executed by the electroniccontroller of the suspension control system upon determining anon-pedaling state exists and a large impact is present;

FIG. 25 is a flowchart of a further subroutine of the automaticsuspension control of FIG. 20 that is executed by the electroniccontroller of the suspension control system upon determining anon-pedaling state exists and a medium impact is present;

FIG. 26 is a flowchart of a further subroutine of the automaticsuspension control of FIG. 20 that is executed by the electroniccontroller of the suspension control system upon determining anon-pedaling state exists and a small to zero impact is present;

FIG. 27 is a prestored control of first sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 28 is a prestored control of first standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 29 is a prestored control of second sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 30 is a prestored control of second standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 31 is a prestored control of third sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 32 is a prestored control of third standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 33 is a prestored control of fourth sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 34 is a prestored control of fourth standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 35 is a prestored control of fifth sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 36 is a prestored control of fifth standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 37 is a prestored control of sixth sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 38 is a prestored control of sixth standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 39 is a prestored control of seventh sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 40 is a prestored control of seventh standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 41 is a prestored control of eighth sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 42 is a prestored control of eighth standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 43 is a prestored control of ninth sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 44 is a prestored control of ninth standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 19 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 45 is a prestored control of tenth sitting and standing suspensionsettings illustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 46 is a prestored control of eleventh sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 47 is a prestored control of twelfth sitting suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 48 is a prestored control of twelfth standing suspension settingsillustrated as a control table that is executed the electroniccontroller of the suspension control system in carrying out theautomatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 49 is a prestored control of thirteenth sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 50 is a prestored control of fourteenth sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 51 is a prestored control of fifteenth sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 52 is a prestored control of sixteenth sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ;

FIG. 53 is a prestored control of seventeenth sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 ; and

FIG. 54 is a prestored control of eighteenth sitting and standingsuspension settings illustrated as a control table that is executed theelectronic controller of the suspension control system in carrying outthe automatic suspension control of FIGS. 3 and 20 for adjusting theoperating state of at least one of the front suspension and the rearsuspension of the human-powered vehicle of FIG. 1 .

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the bicycle field fromthis disclosure that the following descriptions of the embodiments areprovided for illustration only and not for the purpose of limiting theinvention as defined by the appended claims and their equivalents.

Referring initially to FIG. 1 , a human-powered vehicle A that isequipped with a suspension control system in accordance with oneillustrated embodiment. The term “human-powered vehicle” refers to avehicle that at least partially uses human force as a prime mover fortraveling and includes a vehicle that assists human force with electricpower. The human-powered vehicle does not include a vehicle using only aprime mover that is not human force. In particular, the human-poweredvehicle does not include a vehicle that only uses an internal combustionengine or only uses an electric motor as the prime mover. Thehuman-powered vehicle is a compact light vehicle that in some countriesdoes not require a license for driving on a public road. Here, thehuman-powered vehicle A is illustrated as a bicycle. However,human-powered vehicle A is not limited to the illustrated bicycle. Forexample, the human-powered vehicle can include, for example, varioustypes of bicycles such as a mountain bike, a road bike, a city bike, acargo bike, and a recumbent bike and an electric assist bicycle(E-bike).

Basically, as seen in FIG. 1 , the human-powered vehicle A (e.g., abicycle) has a vehicle body B that includes a bicycle frame BF, a frontfork FF and a swing arm SA. The front fork FF is pivotally supported bythe bicycle frame BF to pivot about an inclined vertical axle in thefront portion of the bicycle frame BF. The front fork FF rotatablysupports a front wheel FW at the lower end of the front fork FF. Thefront fork FF is a front suspension fork that constitutes a frontsuspension of the human-powered vehicle A. The front wheel FW includes afront rim FR and a front tire FT. The front rim FR is attached to afront hub by a plurality of spokes in a conventional manner. A rearwheel RW is rotatably mounted to a rear end of the swing arm SA. A rearshock absorber RS is operatively coupled between the swing arm SA andthe bicycle frame BF. The rear shock absorber RS and the swing arm SAconstitutes a rear suspension of the human-powered vehicle A. The rearwheel RW includes a rear rim RR and a front tire RT. The rear rim RR isattached to a rear hub by a plurality of spokes in a conventionalmanner. The vehicle body B further comprises a handlebar H that iscoupled to the front fork FF, and a saddle or seat S that is coupled tothe bicycle frame BF. The handlebar H is attached to the front fork FFfor steering the front wheel FW. The bicycle seat S is mounted on top ofan electric adjustable seatpost SP that is mounted to the bicycle frameBF in a conventional manner. Thus, in the illustrated embodiment, thehuman-powered vehicle A is a bicycle that comprises the bicycle frameBF, the front wheel FW, the rear wheel RW and at least one of a frontsuspension (the front fork FF) and a rear suspension (the rear shockabsorber RS and the swing arm SA). The front wheel FW is coupled to thebicycle frame BF. The rear wheel RW is coupled to the bicycle frame BF.The front suspension (the front fork FF) is provided between the bicycleframe BF and the front wheel FW. The rear suspension (the rear shockabsorber RS and the swing arm SA) is provided between the bicycle frameBF and the rear wheel RW.

The human-powered vehicle A further includes a drivetrain 10 for drivingthe rear wheel RW. The drivetrain 10 includes a crankshaft 14 rotatablerelative to the bicycle frame BF and a pair of crank arms 16. The crankarms 16 are respectively provided on two axial ends of the crankshaft14. A pedal 18 is connected to each of the crank arms 16. The drivetrain10 further includes a front sprocket 20 attached to one of the crankarms 16 and a plurality of rear sprockets 22 attached to a hub of therear wheel RW. A chain 24 transfers a rotational force of the frontsprocket 20 to the rear sprockets 22 in a conventional manner. Anelectric rear derailleur 28 is provided on the swing arm SA of thehuman-powered vehicle A for shifting the chain 24 between the rearsprockets 22 in a conventional manner. The electric rear derailleur 28is an example of a transmission device.

Here, the drivetrain 10 further includes an electric assist motor 30that assists in the propulsion of the human-powered vehicle A. Theelectric assist motor 30 is operative coupled to the front sprocket 20in a conventional manner to selectively input a motor drive force fromthe electric assist motor 30 to the front sprocket 20. A battery 32 isprovided inside the bicycle frame BF for supply electrical power toelectric components of the human-powered vehicle A including the frontfork FF, the rear shock absorber RS, the electric adjustable seatpostSP, the electric rear derailleur 28 and the electric assist motor 30.The human-powered vehicle A includes various user operable input devices34 to physically (manually) adjust, control or set the front fork FF,the rear shock absorber RS, the electric adjustable seatpost SP, theelectric rear derailleur 28 and the electric assist motor 30. The useroperable input devices 34 can include, for example, a button, a switch,a lever, a dial and/or a touch screen.

Referring now to FIG. 2 , the front suspension (the front fork FF) ofthe human-powered vehicle A includes a lock-out state actuator 41, astroke adjustment actuator 42, a damping force adjustment actuator 43and a spring force adjustment actuator 44. The lock-out state actuator41 is configured to adjust a valve in the front fork FF between a closedposition, a partially open position and a fully opened position. Thestroke adjustment actuator 42 is configured to adjust a length of strokeof the front fork FF between at least a long stroke position and a shortstroke position. The damping force adjustment actuator 43 is configuredto adjust a damping force of the front fork FF between at least a slowdamping force, a medium damping force and a strong damping force. Thespring force adjustment actuator 44 is configured to adjust a springforce of the front fork FF between at least a low spring force, a mediumspring force and a strong spring force. Since adjustable front fork arewell known in the human-powered vehicle field, the details of the frontfork FF will not be discussed and/or illustrated herein for the sake ofbrevity.

Similarly, the rear suspension (the rear shock absorber RS and the swingarm SA) of the human-powered vehicle A includes a lock-out stateactuator 45, a stroke adjustment actuator 46, a damping force adjustmentactuator 47 and a spring force adjustment actuator 48. Here, theactuators 41 to 48 are electrically controlled actuators that receiveelectrical power from the battery 32. The lock-out state actuator 45 isconfigured to adjust a valve in the rear shock absorber RS between aclosed position, a partially open position and a fully opened position.The stroke adjustment actuator 46 is configured to adjust a length ofstroke of the rear shock absorber RS between at least a long strokeposition and a short stroke position. The damping force adjustmentactuator 47 is configured to adjust a damping force of the rear shockabsorber RS between at least a slow damping force, a medium dampingforce and a strong damping force. The spring force adjustment actuator48 is configured to adjust a spring force of the rear shock absorber RSbetween at least a low spring force, a medium spring force and a strongspring force. Since adjustable rear shock absorbers are well known inthe human-powered vehicle field, the details of the rear shock absorberRS will not be discussed and/or illustrated herein for the sake ofbrevity.

As seen in FIG. 2 , a suspension control system 50 is illustrated for asuspension (e.g., the rear shock absorber RS and the swing arm SA or thefront fork FF) of the human-powered vehicle A. Thus, in the illustratedembodiment, the human-powered vehicle A is a bicycle that comprises thesuspension control system 50. Basically, in the illustrated embodiment,the suspension control system 50 is configured to adjust an operatingstate of one or both of the rear shock absorber RS or the front fork FFwithout using a cadence sensor or any other detector that directlydetects pedaling of the crank arms 16. In other words, the suspensioncontrol system 50 is configured to adjust an operating state of one orboth of the rear shock absorber RS or the front fork FF by detecting atleast one of a condition indicative of pedaling state but withoutactually detecting the movement of the crankshaft 14, the crank arms 16and/or the front sprocket 20. As explained below, the suspension controlsystem 50 uses at least one of a tire air pressure, a forwardacceleration, a load on the handlebar/cockpit, a saddle load on thesaddle S, an assist power output, a rider's movement (visual), achanging state of the chain 24, and a high performance/precise speedsensor as parameter to identify the pedaling state efficiently. In thisway, it may be possible to have less noise or false alarms in that forexample some rider still pedaling in cases in which pedaling is notreally needed.

The suspension control system 50 basically comprises at least onedetector 52 and a controller 54. The detector 52 is configured to detectinformation relating to a running condition of the human-powered vehicleA indirectly indicative of a pedaling state of the human-powered vehicleA. The controller 54 is configured to output a control signal to adjustan operating state of the suspension (e.g., the rear shock absorber RSand the swing arm SA or the front fork FF) in accordance with theinformation detected by the detector 52. Here, as seen in FIG. 2 , thesuspension control system 50 includes several indirect pedalingdetectors such as a tire air pressure detector 52A, a vehicleacceleration detector 52B, a pedaling torque detector 52C, a handlebarload detector 52D, a saddle load detector 52E, a precise speed detector52F, a riding posture detector 52G and a terrain condition detector 52H.These detectors 52A to 52H can be collectively referred to as thedetector 52 since the suspension control system 50 can use one or moreof the detectors 52A to 52H in adjusting an operating state of asuspension (e.g., the rear shock absorber RS and the swing arm or thefront fork FF). These detectors 52A to 52H can be collectively referredto as the detector 52 since the suspension control system 50 can use oneor more of the detectors 52A to 52H in adjusting an operating state of asuspension (e.g., the rear shock absorber RS and the swing arm or thefront fork FF).

The tire air pressure detector 52A can be, for example, a tire airpressure sensor that is available on the market or can be a custom tireair pressure sensor. The tire air pressure detector 52A can be forexample, air pressure sensors that are attached to an air valve of thefront and rear tires FT and RT. In any case, the tire air pressuredetector is configured to detect changes in the air pressure of thefront and rear tires FT and RT and to detect pressure that acts on thefront and rear tires FT and RT. The tire air pressure detector 52Awirelessly communicates with the controller 54. The controller 54 can,for example, classify the tire air pressure as one of small, medium andlarge.

The vehicle acceleration detector 52B can be, for example, a verticalacceleration sensor, a lateral acceleration sensor or a forwardacceleration sensor, which are available on the market or can be acustom acceleration sensor. The vehicle acceleration detector 52B isconfigured detect changes in acceleration of the human-powered vehicleA. The vehicle acceleration detector 52B wirelessly communicates withthe controller 54, or can communicate with the controller 54 via acommunication wire (e.g., a dedicated signal line or via a power lineusing power line communication. The controller 54 can, for example,classify the acceleration as one of small, medium and large.

The pedaling torque detector 52C can be, for example, a force sensor,which are available on the market or can be a custom a force sensor. Thepedaling torque detector 52C is configured detect changes in forceapplied to a part of the drivetrain 10 of the human-powered vehicle A.The pedaling torque detector 52C wirelessly communicates with thecontroller 54, or can communicate with the controller 54 via acommunication wire (e.g., a dedicated signal line or via a power lineusing power line communication. The controller 54 can, for example,classify the pedaling torque as one of small, medium and large.

The handlebar load detector 52D can be, for example, a force sensor, astrain sensor, a vibration sensor, or a pressure sensor, which areavailable on the market or can be a custom handlebar load sensor fordetecting a gripping state or handlebar load on the handlebar H. In anycase, the handlebar load detector 52D is configured detect to detect aforce/load/pressure on the handlebar H. The handlebar load detector 52Dwirelessly communicates with the controller 54, or can communicate withthe controller 54 via a communication wire (e.g., a dedicated signalline or via a power line using power line communication. The controller54 can, for example, classify the gripping state or the handlebar loadas one of small, medium and large.

The saddle load detector 52E can be, for example, a force sensor, astrain sensor, a vibration sensor, or a pressure sensor (including anair pressure sensor or a hydraulic pressure sensor which used to sense apressure in air or hydraulic fluid of the seatpost SP), which areavailable on the market or can be a custom saddle load sensor fordetecting a rider sitting on the saddle S. In any case, the saddle loaddetector 52E is configured to detect a force/load/pressure on the saddleS. The saddle load detector 52E wirelessly communicates with thecontroller 54, or can communicate with the controller 54 via acommunication wire (e.g., a dedicated signal line or via a power lineusing power line communication. The controller 54 can, for example,classify the saddle load as one of small, medium and large.

The precise speed detector 52F can be, for example, a magnetic reedswitch or a Hall element that detects a magnet for detecting arotational speed of rotating part of the human-powered vehicle A that isindicative of a speed of the human-powered vehicle A. The precise speeddetector 52F can be a magnetic reed switch or a Hall element that isprovided on the front fork FF and configured to detect a magnet attachedto the front wheel, for example. The precise speed detector 52F isconfigured detect changes in the speed of the human-powered vehicle A.The precise speed detector 52F wirelessly communicates with thecontroller 54, or can communicate with the controller 54 via acommunication wire (e.g., a dedicated signal line or via a power lineusing power line communication. The controller 54 can, for example,classify the speed as one of small, medium and large.

The riding posture detector 52G can be, for example, one or morepressure sensors and/or strain gauges disposed on one of the saddle S,the saddle post SP, the grips of the handlebar H, the handlebar stem ofthe handlebar H, the pedals 18, the frame BF, the front fork FF, therear shock absorber RS, etc., so as to obtain sensing data for judging apedaling posture of the rider. The pressure sensor can be disposedinside the saddle S or the saddle post SP to serve as the riding posturedetector 52G. When the riding posture detector 52G senses that a forceis applied, the pedaling posture is the sitting posture, when the ridingposture detector 52G does not senses a force being applied, the pedalingposture is the standing posture. Alternatively, the pressure sensor canbe disposed at each of the pedals 18, the grips of the handlebar H toserve as the riding posture detector 52G. However, the posture sensor isnot limited thereto. The riding posture detector 52G can also be anoptical sensor, a radar, or other suitable sensors capable of sensingthe change of center of gravity and posture of the rider. The ridingposture detector 52G is configured detect changes in a riding posture ofa rider of the human-powered vehicle A. The riding posture detector 52Gwirelessly communicates with the controller 54, or can communicate withthe controller 54 via a communication wire (e.g., a dedicated signalline or via a power line using power line communication. Thus, theriding posture detector 52G is configured to detect a posture of a riderwhen riding the human-powered vehicle A and output a posture signal tothe controller 54. The controller 54 can, for example, classify theriding posture as one of sitting or standing.

The terrain condition detector 52H can be, for example, anaccelerometer, a video camera or other image capturing device, which areavailable on the market or can be a custom accelerometer, or a customimage capturing device. The tire air pressure detector 52A and/orvehicle acceleration detector 52B can be used as the terrain conditiondetector so as to eliminate the need for a separate terrain conditiondetector. The terrain condition detector 52H is configured detectchanges in a terrain condition of the human-powered vehicle A. Theterrain condition detector 52H wirelessly communicates with thecontroller 54, or can communicate with the controller 54 via acommunication wire (e.g., a dedicated signal line or via a power lineusing power line communication. The controller 54 can, for example,classify the terrain condition as one of small, medium and large.

The detectors 52A to 52H can communicate with the controller 54 viawired communications and/or wireless communications. Thus, for example,based output data or information from the detectors 52A to 52H, thecontrol signal includes at least a first suspension control signal toset the suspension to a first operating state, a second suspensioncontrol signal to set the suspension to a second operating statedifferent from the first operating state, and a third suspension controlsignal to set the suspension to a third operating state different fromthe first operating state and the second operating state. Thus, thecontroller 54 is configured to output at least one of the firstsuspension control signal, the second suspension control signal and thethird suspension control signal to adjust the operating state of thesuspension. The first, second and third operating states can be presetin the controller 52 by the manufacturer and can be adjusted by the userusing one of the user operable input devices 34 or a mobile device(e.g., a tablet, a mobile phone, etc.) as needed and/or desired. In eachof the first, second and third operating states, the operating state ofthe suspension (e.g., the rear shock absorber RS and the swing arm orthe front fork FF) relates to at least one of a suspension stroke, aspring preload, a damping and a lockout. The controller 52 is configuredto the rear suspension (e.g., the rear shock absorber RS and the swingarm) and/or the front suspension (e.g., the front fork FF). Thus, thecontrol signal includes at least one of a front suspension adjustmentsignal and a rear suspension adjustment signal.

In one preferred configuration the suspension control system 50comprises a fluctuation detector. One or more of the detectors 52A to52H can be the fluctuation detector as needed and/or desired. Thefluctuation detector is an indirect pedaling state detector such as oneor more of the detectors 52A to 52H mentioned above. In any case, thefluctuation detector is configured to detect information relating to afluctuation in a running condition of the human-powered vehicle A in apredetermined time interval. The controller 54 is configured to output acontrol signal to adjust an operating state of the suspension (e.g., therear shock absorber RS and the swing arm SA or the front fork FF) inaccordance with the information detected by the fluctuation detector. Incarrying out the adjustment of an operating state of the suspension(e.g., the rear shock absorber RS and the swing arm or the front forkFF), as explained below, the fluctuation relates to at least one of atire air pressure, a vehicle acceleration, a handlebar load, a saddleload, an assist power output, a rider's movement, a chain state changeand a precise speed.

In the suspension control system 50, the controller 54 continuouslyreceives information or data from the detectors 52A to 52H at prescribedtransmission rates. The information or data from the detectors 52A to52H is used by the controller 54 such that one or more of the detectors52A to 52H can be the fluctuation detector and one or more of thedetectors 52A to 52H can be merely an indirect pedaling state detectoras needed and/or desired. In other words, information or data from someof the detectors 52A to 52H can be analyzed by the controller 54 todetect a fluctuation in a running condition of the human-powered vehicleA in a predetermined time interval (a variation frequency of at leastone running condition of an indirect pedaling state over a predeterminedtime interval), or can be analyzed by the controller 54 to detect acurrent state of in a running condition of an indirect pedaling state ata point in time (e.g., a single data point or an average of several datapoints for predetermined period of time). Thus, in addition to thefluctuation detector, the suspension control system 50 further comprisesa detector configured to detect information relating to the runningcondition of the human-powered vehicle A indirectly indicative of apedaling state of the human-powered vehicle A. Accordingly, in additionto adjusting the operating state of the suspension (e.g., the rear shockabsorber RS and/or the swing arm SA or the front fork FF) in accordancewith the information detected by the fluctuation detector, thecontroller 54 is further configured to output the control signal toadjust the operating state of the suspension (e.g., the rear shockabsorber RS and/or the swing arm SA or the front fork FF) in accordancewith the information detected by the detector.

As mentioned above, it will be understood from this disclosure that notall of the detectors 52A to 52H need to be used for adjusting theoperating state of a suspension. In one preferred configuration, inaddition to the fluctuation detector and/or one indirect pedaling statedetector that detects the indirect pedaling state at a point in time,the suspension control system 50 further comprises an additionaldetector configured to detect additional information relating to atleast one of a riding posture of rider riding the human-powered vehicleA and a terrain condition. In this case, the controller 54 is configuredto output the control signal to adjust the operating state of thesuspension (e.g., the rear shock absorber RS and/or the swing arm SA orthe front fork FF) in accordance with the information of the fluctuationdetector and/or one indirect pedaling state detector in combination withthe additional information.

In the case of the additional detector is configured to detect theriding posture of a rider, then the handlebar load detector 52D and/orthe saddle load detector 52E can be used to detect the riding posture ofa rider. Basically, the riding posture includes at least one of asitting posture and a standing posture. In the case of the additionaldetector is configured to detect the terrain condition then the terraincondition detector 52H can be used to detect the terrain condition onwhich the human-powered vehicle A is traveling. Preferably, thecontroller 54 is configured to adjust a damping value in accordance withthe additional information relating to the terrain condition. Thisdamping value can refer to a general operating state of suspension,which also includes one or more of a suspension stroke, a spring reload,a lockout state and any other than damping characteristic that can beadjusted.

Furthermore, the indirect pedaling state detectors of the human-poweredvehicle A are not limited to those shown in FIG. 2 . For example, otherindirect pedaling state detectors include a chain tension sensor thatdetects a strain/force/load on the chain 24.

Here, in the illustrated embodiment, the controller 54 is an electroniccontroller that is preferably a microcomputer that includes at least oneprocessor 60 (i.e., a central processing unit) and at least one memorydevice 62 (i.e., a computer storage device). The controller 54 is formedof one or more semiconductor chips that are mounted on one or morecircuit boards. The terms “electronic controller” or “controller” asused herein refers to hardware that executes a software program, anddoes not include a human. The processor 60 can be one or more integratedcircuits having firmware for causing the circuitry to complete theactivities described herein. The memory device 62 is any computerstorage device or any non-transitory computer-readable medium with thesole exception of a transitory, propagating signal. For example, thememory device 62 can include nonvolatile memory and volatile memory, andcan includes a ROM (Read Only Memory) device, a RAM (Random AccessMemory) device, a hard disk, a flash drive, etc. The controller 54 canbe part of a cycle computer or a separate unit that is mounted to thehuman-powered vehicle A.

Here, the controller 54 includes a communicator 64. However, thecommunicator 64 can be a separate element that is connected to thecontroller 54. In any case, the communicator 64 is a hardware devicecapable of transmitting an analog or digital signal over a communicationwire, and/or wirelessly. In the case in which the communicator 64carries out wireless communications with one or more of the detectors52A to 52H, then the communicator 64 constitutes a wirelesscommunicator. The term “wireless communicator” as used herein includes areceiver, a transmitter, a transceiver, a transmitter-receiver, andcontemplates any device or devices, separate or combined, capable oftransmitting and/or receiving wireless communication signals, includingshift signals or control, command or other signals related to somefunction of the component being controlled. The wireless communicationsignals can be radio frequency (RF) signals, ultra-wide bandcommunication signals, or Bluetooth® communications or any other type ofsignal suitable for short range wireless communications as understood inthe bicycle field.

Here, the communicator 64 preferably includes a two-way wirelesscommunicator such as a transceiver such that can wirelessly receiveinformation or data and transmit control signals, and that a wiredcommunicator that can receive information or data and transmit controlsignals via communication wires. However, the communicator 64 canincludes a one-way wireless communicator such as a receiver forreceiving information or data from one or more of the detectors 52A to52H, and a wired communicator that transmit control signals viacommunication wires. Alternatively, the communicator 64 can includes aone-way wireless communicator such as a transmitter for transmittingcontrol signals to adjust, control or set the front fork FF, the rearshock absorber RS, the electric adjustable seatpost SP, the electricrear derailleur 28 and the electric assist motor 30, and a wiredcommunicator that receives information or data from the detectors 52A to52H via communication wires.

With reference to the flow charts of FIGS. 3 to 5 , a first suspensioncontrol for changing the operation states of the rear shock absorber RSand the front fork FF will now be described. When the human-poweredvehicle A starts to move, the precise speed detector 52F will beactivated to produce a signal that is sent to wake up the controller 54and start the process of the flowchart shown in FIG. 3 . As long as thecontroller 54 is supplied with power and the human-powered vehicle A ismoving, the controller 54 executes the process from step S1 inpredetermined cycles.

In step S1, the controller 54 receives the indirect pedal statedetection results from one or more of the detectors 52A to 52H. In otherwords, the detectors 52A to 52H detect information relating to a runningcondition of the human-powered vehicle indirectly indicative of apedaling state of the human-powered vehicle A, and outputs signalswirelessly and/or via wires to the controller 54. Then, the controller54 proceeds to step S2.

In step S2, the controller 54 determines whether a pedaling state existsor a non-pedaling state exists based on at least one of the indirectpedaling state detection results from the detectors 52A to 52H. Forexample, using the tire air pressure detector 52A, the controller 54determines a pedaling state exists when the tire air pressure isdetermined to be small and the frequency stability (fluctuation in thetire air pressure in a predetermined time interval) is tire air pressuredetermined to be medium. Below is a correlation table 1 that isprestored in the memory device 62 for determining whether a pedalingstate exists or a non-pedaling state exists using the tire air pressuredetector 52A. The correlation table 1 is only one example of parametersthat can be used to determine whether a pedaling state exists or anon-pedaling state exists without directly detecting pedaling. Thus, theparameters and values in the correlation table 1 could be changed oradapted as needed and/or desired. The reading or determining also couldbe change as needed and/or desired. For example, the frequency stabilitycan be determined based a tire air pressure and other parameters.

Correlation Table 1 Tire Air Pressure Frequency Pedaling Value (Bar)Stability Determination Small (1 to 1.5) Medium Pedaling Small (1 to1.5) Medium Pedaling Small (1 to 1.5) Medium Pedaling Medium (1.5 to1.8) High Pedaling Medium (1.5 to 1.8) High Pedaling Medium (1.5 to 1.8)High Pedaling Large (>1.8) No No Pedaling Large (>1.8) No No PedalingLarge (>1.8)) No No Pedaling Small (1 to 1.5) No No Pedaling Small (1 to1.5) No No Pedaling Small (1 to 1.5) No No Pedaling

While only tire air pressure is used to determine whether a pedalingstate exists or a non-pedaling state exists, other parameters may beused alone or in combination. For example, below is a correlation table2 that is prestored in the memory device 62 for determining whether apedaling state exists or a non-pedaling state exists forwardacceleration using the detection results of the vehicle accelerationdetector 52B. Similar to correlation table 1, the correlation table 2 ismerely, and thus, the parameters and values in the correlation table 2could be changed or adapted as needed and/or desired.

Correlation Table 2 Forward Frequency Pedaling Acceleration (km/s²)Stability Determination Small (<20) Medium Pedaling Small (<20) MediumPedaling Small (<20) Medium Pedaling Medium (20 to 50) High PedalingMedium (20 to 50) High Pedaling Medium (20 to 50) High Pedaling Large(>50) No No Pedaling Large (>50) No No Pedaling Large (>50) No NoPedaling

Below is a correlation table 3 that is prestored in the memory device 62for determining whether a pedaling state exists or a non-pedaling stateexists based on pedaling torque using the detection results of thepedaling torque detector 52C. Similar to correlation table 1, thecorrelation table 3 is merely, and thus, the parameters and values inthe correlation table 3 could be changed or adapted as needed and/ordesired.

Correlation Table 3 Pedaling Torque Frequency Pedaling (Nm) StabilityDetermination Small (10 to 20) Medium Pedaling Small (10 to 20) MediumPedaling Small (10 to 20) Medium Pedaling Medium (20 to 40) HighPedaling Medium (20 to 40) Hig Pedaling Medium (20 to 40) High PedalingLarge (>40) No No Pedaling Large (>40) No No Pedaling Large (>40) No NoPedaling

Alternatively, the pedaling torque can be an average pedaling torqueover a predetermined time period. In such a case, the values for theaverage pedaling torque would be about half of the values for the peakpedaling torque in Table 3.

Below is a correlation table 4 that is prestored in the memory device 62for determining whether a pedaling state exists or a non-pedaling stateexists based on forward acceleration using the detection results of thehandlebar load detector 52D. Similar to correlation table 1, thecorrelation table 4 is merely, and thus, the parameters and values inthe correlation table 4 could be changed or adapted as needed and/ordesired.

Correlation Table 4 Handle Load Frequency Pedaling (N) StabilityDetermination Small (<20) Medium Pedaling Small (<20) Medium PedalingSmall (<20) Medium Pedaling Medium (20 to 50) High Pedaling Medium (20to 50) High Pedaling Medium (20 to 50) High Pedaling Large (>50) No NoPedaling Large (>50) No No Pedaling Large (>50) No No Pedaling

Below is a correlation table 5 that is prestored in the memory device 62for determining whether a pedaling state exists or a non-pedaling stateexists based on forward acceleration using the detection results of thesaddle load detector 52E. Similar to correlation table 1, thecorrelation table 5 is merely, and thus, the parameters and values inthe correlation table 5 could be changed or adapted as needed and/ordesired.

Correlation Table 5 Saddle Load Frequency Pedaling (N) StabilityDetermination Small (<200) Medium Pedaling Small (<200) Medium PedalingSmall (<200) Medium Pedaling Medium (200 to 400) High Pedaling Medium(200 to 400) High Pedaling Medium (200 to 400) High Pedaling Large(>400) No No Pedaling Large (>400) No No Pedaling Large (>400) No NoPedaling

Below is a correlation table 6 that is prestored in the memory device 62for determining whether a pedaling state exists or a non-pedaling stateexists based on forward acceleration using the detection results of theprecise speed detector 52F. Similar to correlation table 1, thecorrelation table 6 is merely, and thus, the parameters and values inthe correlation table 6 could be changed or adapted as needed and/ordesired.

Correlation Table 6 Precise Speed Frequency Pedaling (km/h) StabilityDetermination Small (<15) Medium Pedaling Small (<15) Medium PedalingSmall (<15) Medium Pedaling Medium (15 to 25) High Pedaling Medium (15to 25) High Pedaling Medium (15 to 25) High Pedaling Large (>25) No NoPedaling Large (>25) No No Pedaling Large (>25) No No Pedaling

The controller 54 can determine whether a pedaling state exists or anon-pedaling state exists based on other running condition parameterssuch as the operation of the electric assist motor 30. Basically, thecorrelation table for an assist power output curve of the electricassist motor 30 can be used in the same way as the other runningcondition parameters in the other correlation tables. Generally, theassist power output can be considered as output by the drive unit for anassist bike. For example, an assist power system has 3 power assistmodes/ratios (eco, normal and high) that can be considered as small,medium or high output. The assist power output curve and the power rangebased on the curve currently defaults to one that is determined based onthe power output of the rider. The assist power output is not detecteddirectly as the output ranged in a fixed value. It is possible though todetect the output based on sensing the chain tension or using indirectparameter to detect the output. Alternatively, the electric assist motor30 can be a specific sensor for detecting the assist power output of theelectric assist motor 30.

The controller 54 can determine whether a pedaling state exists or anon-pedaling state exists based on other running condition parameterssuch as the tension of the chain 24. Basically, the correlation tablefor chain tension can be used in the same way as the other runningcondition parameters in the other correlation tables. In addition, thechain tension can be determined from moving speed change, rotation of achain tensioner, vibration or rotation swing of chain ring, etc., whichare a function of change in chain tension. The general example of sensorused to detecting chain tension is the bicycle driving sensor, which isa chain tension sensor having a tension sensing arm with a pair oftensioning rollers. The tension sensing arm is coupled to the rear framefor pivotal movement. The tension sensing arm is biased by a spring suchthat the rollers contact the chain on opposite sides so as to cause thechain to bend partially around each of the rollers. When the chaintension increases, the chain will urge the rollers against the force ofthe spring on the tension sensing arm so as to rotate the tensionsensing arm. This rotation of the tension sensing arm causes a pressureswitch to be engaged indicating the amount of tension being applied tothe chain. Of course, the above described chain tension sensor is onlyan example, and the present invention is not limited to this particularchain tension sensor.

Moreover, while these correlation tables are indicated as individualtables with only one running condition parameter, the present inventionis not limited to this configuration. Rather, one or more of the runningcondition parameters can be used together for determining a pedalingstate or a non-pedaling state to adjust the suspension. The frequencystability in these correlation tables refers to a running condition ofthe human-powered vehicle A in a predetermined period/time interval.

After the controller 54 determines whether a pedaling state exists or anon-pedaling state exists in step S2, the controller 54 then proceeds toeither step S3 or step S4 based on whether a pedaling state exists or anon-pedaling state. If a pedaling state exists is determined to exist,then the controller 54 proceeds to step S3. However, if a non-pedalingstate exists is determined to exist, then the controller 54 proceeds tostep S4.

In step S3, the controller 54 executes a subroutine to set thesuspension settings of the rear shock absorber RS and/or the front forkFF for a pedaling state based on terrain conditions as determined usingat least one of the indirect pedaling state detection results from thedetectors 52A to 52H. Then, the controller 54 proceeds to step S5 whereone or more control signals are outputted to the rear shock absorber RSand/or the front fork FF.

In step S4, the controller 54 executes a subroutine to set thesuspension settings of the rear shock absorber RS and/or the front forkFF for a non-pedaling state based on terrain conditions as determinedusing at least one of the indirect pedaling state detection results fromthe detectors 52A to 52H. Then, the controller 54 proceeds to step S5where one or more control signals are outputted to the rear shockabsorber RS and/or the front fork FF.

Thus, in step S5, based on the information or data from one or more ofthe detectors 52A to 52H, the controller 54 produces one or more controlsignals for changing the operation states of the rear shock absorber RSand/or the front fork FF. These control signals adjusts at least one ofa suspension stroke, a spring preload, a damping and a lockout of therear shock absorber RS and/or the front fork FF).

Referring now to the subroutine (step S3 in FIG. 3 ) of FIG. 4 , thecontroller 54 adjusts the suspension settings of the rear shock absorberRS and/or the front fork FF based on at least one terrain condition forwhen it is determined that a pedaling state exists. As used herein, theterm “terrain condition” includes inclination of the traveling surface,roughness of the traveling surface, obstacles on the traveling surface,or other conditions of the traveling surface that affect thehuman-powered vehicle A.

In step S31, the controller 54 determines an impact (e.g., includes atleast traveling surface roughness) of the terrain human-powered vehicleA. The impact detection is based on the detection results of one or moreof the detectors 52A to 52H. Once a judgement is made as to the level ofthe impact of the terrain on the human-powered vehicle A in step S31,the controller 54 then proceeds to one of steps S32, S33 or S34 based onthe level of the impact (i.e., at least traveling surface roughness) ofthe terrain on the human-powered vehicle A.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be large, the controller 54then proceeds to step S32. In step S32, the controller 54 uses firstsuspension settings that are prestored in the memory device 64 forsetting or adjusting the suspension settings of the rear shock absorberRS and/or the front fork FF. For example, as seen in FIG. 6 , the firstsuspension settings can include setting a spring force to open, adamping to strong, a rear stroke to long and a front stroke to long.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be medium, the controller 54then proceeds to step S33. In step S33, the controller 54 uses secondsuspension settings that are prestored in the memory device 64 forsetting or adjusting the suspension settings of the rear shock absorberRS and/or the front fork FF. For example, as seen in FIG. 7 , the secondsuspension settings can include setting a spring force to medium, adamping to medium, a rear stroke to long or mid and a front stroke tolong or mid. The term “mid” as used herein refers to maintaining acurrent setting (no adjustment) or setting to medium.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be small or zero, thecontroller 54 then proceeds to step S34. In step S34, the controller 54determines traveling surface inclination (i.e., an impact that isdifferent from the impact (e.g., traveling surface roughness) of stepS31) of the terrain human-powered vehicle A. Once a judgement is made asto the inclination of the human-powered vehicle A in step S34, thecontroller 54 then proceeds to one of steps S35, S36 or S37 based on theinclination of the human-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 uses third suspensionsettings that are prestored in the memory device 64 for setting oradjusting the suspension settings of the rear shock absorber RS and/orthe front fork FF. For example, as seen in FIG. 8 , the third suspensionsettings can include setting a spring force to closed or mid, a dampingto slow or mid, a rear stroke to long and a front stroke to short.

In the case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 uses fourth suspensionsettings that are prestored in the memory device 64 for setting oradjusting the suspension settings of the rear shock absorber RS and/orthe front fork FF. For example, as seen in FIG. 9 , the fourthsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to mid or long and a frontstroke to mid or long.

In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 uses fifth suspensionsettings that are prestored in the memory device 64 for setting oradjusting the suspension settings of the rear shock absorber RS and/orthe front fork FF. For example, as seen in FIG. 10 , the fifthsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to short and a front stroke tolong.

After steps S32, S33, S35, S36 or S37, the controller 54 then proceedsto step S5 of the flow chart of FIG. 3 .

Referring now to the subroutine (step S4 in FIG. 3 ) of FIG. 5 , thecontroller 54 adjusts the suspension settings of the rear shock absorberRS and/or the front fork FF based on at least one terrain condition forwhen it is determined that a non-pedaling state exists. As mentionedabove, the term “terrain condition” includes inclination of thetraveling surface, roughness of the traveling surface, obstacles on thetraveling surface, or other conditions of the traveling surface thataffect the human-powered vehicle A.

In step S41, the controller 54 determines an impact (e.g., includes atleast traveling surface roughness) of the terrain human-powered vehicleA. The impact detection is based on the detection results of one or moreof the detectors 52A to 52H. Once a judgement is made as to the level ofthe impact of the terrain on the human-powered vehicle A in step S41,the controller 54 then proceeds to one of steps S42, S43 or S44 based onthe level of the impact of the terrain on the human-powered vehicle A.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be large, the controller 54then proceeds to step S42. In step S42, the controller 54 uses sixthsuspension settings that are prestored in the memory device 64 forsetting or adjusting the suspension settings of the rear shock absorberRS and/or the front fork FF. For example, as seen in FIG. 11 , the sixthsuspension settings can include setting a spring force to open, adamping to strong, a rear stroke to long and a front stroke to long.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be medium, the controller 54then proceeds to step S43. In step S43, the controller 54 uses seventhsuspension settings that are prestored in the memory device 64 forsetting or adjusting the suspension settings of the rear shock absorberRS and/or the front fork FF. For example, as seen in FIG. 12 , theseventh suspension settings can include setting a spring force tomedium, a damping to medium, a rear stroke to long or mid and a frontstroke to long or mid.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be small or zero, thecontroller 54 then proceeds to step S44. In step S44, the controller 54determines traveling surface inclination (i.e., an impact that isdifferent from the impact (e.g., traveling surface roughness) of stepS31) of the terrain human-powered vehicle A. Once a judgement is made asto the inclination of the human-powered vehicle A in step S44, thecontroller 54 then proceeds to one of steps S45, S46 or S47 based on theinclination of the human-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 uses eighth suspensionsettings that are prestored in the memory device 64 for setting oradjusting the suspension settings of the rear shock absorber RS and/orthe front fork FF. For example, as seen in FIG. 13 , the eighthsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to long and a front stroke toshort.

In the case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 uses fourth suspensionsettings that are prestored in the memory device 64 for setting oradjusting the suspension settings of the rear shock absorber RS and/orthe front fork FF. For example, as seen in FIG. 14 , the ninthsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to mid or long and a frontstroke to mid or long.

In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 uses tenth suspensionsettings that are prestored in the memory device 64 for setting oradjusting the suspension settings of the rear shock absorber RS and/orthe front fork FF. For example, as seen in FIG. 15 , the tenthsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to short and a front stroke tolong.

After steps S42, S43, S45, S46 or S47, the controller 54 then proceedsto step S5 of the flow chart of FIG. 3 .

With reference to the flow chart of FIG. 16 , a second suspensioncontrol for changing the operation states of the rear shock absorber RSand the front fork FF will now be described. Basically, the secondsuspension control of the flow chart of FIG. 16 is identical to thefirst suspension control of the flow chart of FIG. 3 , except that theinformation or data from the detectors 52A to 52H is analyzeddifferently. Thus, the steps that are identical will be given the samereference symbol and will not discussed again for the sake of brevity.

In the second suspension control of the flow chart of FIG. 16 , all ofthe steps are the same as in the first suspension control of the flowchart of FIG. 3 , except that step S2 has been replaced with step S2′.Here, in step S2′, the controller 54 determines whether a pedaling stateexists or a non-pedaling state exists based solely on a fluctuation(frequency stability) of at least one of the indirect pedaling statedetection results from the detectors 52A to 52H. In other words, onlythe frequency stability information or data in the correlation tables 1to 6 will be used to determine whether a pedaling state exists or anon-pedaling state exists. In contrast, in the first suspension controlof the flow chart of FIG. 3 , only the current value or the averagevalue for a predetermined time period of one or more of the detectionparameters from the detectors 52A to 52H is used either by itself or inconjunction with the frequency stability (fluctuation) of the detectionparameters from the detectors 52A to 52H.

Referring now to a suspension control of a subroutine (step S3′) of FIG.17 will now be discussed. Here, the subroutine (step S3′) of FIG. 17replaces the subroutine (step S3) of FIG. 3 . Thus, in the subroutine(step S3′), the controller 54 adjusts the suspension settings of therear shock absorber RS and/or the front fork FF based on at least oneterrain condition for when it is determined that a pedaling stateexists. Thus, the steps of the subroutine (step S3′) of FIG. 17 that areidentical to the subroutine (step S3) of FIG. 3 will be given the samereference symbol and will not discussed again for the sake of brevity.

In step S31, the controller 54 determines an impact (e.g., includes atleast traveling surface roughness) of the terrain human-powered vehicleA. The impact detection is based on the detection results of one or moreof the detectors 52A to 52H. Once a judgement is made as to the level ofthe impact of the terrain on the human-powered vehicle A in step S31,the controller 54 then proceeds to one of steps S31A, S31B or S31C basedon the level of the impact (i.e., at least traveling surface roughness)of the terrain on the human-powered vehicle A.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be large, the controller 54then proceeds to step S31A. In step S31A, the controller 54 determinestraveling surface inclination (i.e., an impact that is different fromthe impact (e.g., traveling surface roughness) of step S31) of theterrain human-powered vehicle A. Once a judgement is made as to theinclination of the human-powered vehicle A in step S31A, the controller54 then proceeds to step S32. In this suspension control process, thecontroller 54 adjusts the suspension settings of the rear shock absorberRS and/or the front fork FF to the first suspension settings (e.g., FIG.6 ) regardless of the inclination that is detected. Of course, the useror manufacturer can set different suspension settings for each of anascending traveling condition, a flat surface traveling condition and adescending traveling condition.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be medium, the controller 54then proceeds to step S31B. In step S31B, the controller 54 determinestraveling surface inclination (i.e., an impact that is different fromthe impact (e.g., traveling surface roughness) of step S31) of theterrain human-powered vehicle A. Once a judgement is made as to theinclination of the human-powered vehicle A in step S31B, the controller54 then proceeds to step S33. In this suspension control process, thecontroller 54 adjusts the suspension settings of the rear shock absorberRS and/or the front fork FF to the first suspension settings (e.g., FIG.7 ) regardless of the inclination that is detected. Of course, the useror manufacturer can set different suspension settings for each of anascending traveling condition, a flat surface traveling condition and adescending traveling condition.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be small or zero, thecontroller 54 then proceeds to step S31C. In step S31C, the controller54 determines traveling surface inclination (i.e., an impact that isdifferent from the impact (e.g., traveling surface roughness) of stepS31) of the terrain human-powered vehicle A. Once a judgement is made asto the inclination of the human-powered vehicle A in step S31C, thecontroller 54 then proceeds to one of steps S35, S36 or S37 based on theinclination of the human-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending in step S31C, the controller 54 uses thethird suspension settings (e.g., FIG. 8 ) that are prestored in thememory device 64 for setting or adjusting the suspension settings of therear shock absorber RS and/or the front fork FF.

In the case where the inclination of the human-powered vehicle A isdetermined to be flat (level) in step S31C, the controller 54 uses thefourth suspension settings (e.g., FIG. 9 ) that are prestored in thememory device 64 for setting or adjusting the suspension settings of therear shock absorber RS and/or the front fork FF.

In the case where the inclination of the human-powered vehicle A isdetermined to be descending in step S31C, the controller 54 uses fifthsuspension settings that are prestored in the memory device 64 forsetting or adjusting the fifth suspension settings (e.g., FIG. 10 ) ofthe rear shock absorber RS and/or the front fork FF.

After steps S32, S33, S35, S36 or S37, the controller 54 then proceedsto step S5 of the flow chart of FIG. 3 .

Referring now to a suspension control of a subroutine (step S4′) of FIG.18 will now be discussed. Here, the subroutine (step S4′) of FIG. 18replaces the subroutine (step S4) of FIG. 3 . Thus, in the subroutine(step S4′), the controller 54 adjusts the suspension settings of therear shock absorber RS and/or the front fork FF based on at least oneterrain condition for when it is determined that a non-pedaling stateexists. Thus, the steps of the subroutine (step S4′) of FIG. 18 that areidentical to the subroutine (step S4) of FIG. 3 will be given the samereference symbol and will not discussed again for the sake of brevity.

In step S41, the controller 54 determines an impact (e.g., includes atleast traveling surface roughness) of the terrain human-powered vehicleA. The impact detection is based on the detection results of one or moreof the detectors 52A to 52H. Once a judgement is made as to the level ofthe impact of the terrain on the human-powered vehicle A in step S41,the controller 54 then proceeds to one of steps S41A, S41B or S41C basedon the level of the impact (i.e., at least traveling surface roughness)of the terrain on the human-powered vehicle A.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be large, the controller 54then proceeds to step S41A. In step S41A, the controller 54 determinestraveling surface inclination (i.e., an impact that is different fromthe impact (e.g., traveling surface roughness) of step S41) of theterrain human-powered vehicle A. Once a judgement is made as to theinclination of the human-powered vehicle A in step S41A, the controller54 then proceeds to step S42. In this suspension control process, thecontroller 54 adjusts the suspension settings of the rear shock absorberRS and/or the front fork FF to the sixth suspension settings (e.g., FIG.11 ) regardless of the inclination that is detected. Of course, the useror manufacturer can set different suspension settings for each of anascending traveling condition, a flat surface traveling condition and adescending traveling condition.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be medium, the controller 54then proceeds to step S41B. In step S41B, the controller 54 determinestraveling surface inclination (i.e., an impact that is different fromthe impact (e.g., traveling surface roughness) of step S41) of theterrain human-powered vehicle A. Once a judgement is made as to theinclination of the human-powered vehicle A in step S41B, the controller54 then proceeds to step S43. In this suspension control process, thecontroller 54 adjusts the suspension settings of the rear shock absorberRS and/or the front fork FF to the seventh suspension settings (e.g.,FIG. 12 ) regardless of the inclination that is detected. Of course, theuser or manufacturer can set different suspension settings for each ofan ascending traveling condition, a flat surface traveling condition anda descending traveling condition.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be small or zero, thecontroller 54 then proceeds to step S41C. In step S41C, the controller54 determines traveling surface inclination (i.e., an impact that isdifferent from the impact (e.g., traveling surface roughness) of stepS41) of the terrain human-powered vehicle A. Once a judgement is made asto the inclination of the human-powered vehicle A in step S41C, thecontroller 54 then proceeds to one of steps S45, S46 or S47 based on theinclination of the human-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending in step S41C, the controller 54 uses theeighth suspension settings (e.g., FIG. 13 ) that are prestored in thememory device 64 for setting or adjusting the suspension settings of therear shock absorber RS and/or the front fork FF.

In the case where the inclination of the human-powered vehicle A isdetermined to be flat (level) in step S41C, the controller 54 uses theninth suspension settings (e.g., FIG. 14 ) that are prestored in thememory device 64 for setting or adjusting the suspension settings of therear shock absorber RS and/or the front fork FF.

In the case where the inclination of the human-powered vehicle A isdetermined to be descending in step S41C, the controller 54 uses tenthsuspension settings (e.g., FIG. 15 ) that are prestored in the memorydevice 64 for setting or adjusting the suspension settings of the rearshock absorber RS and/or the front fork FF.

After steps S42, S44, S45, S46 or S47, the controller 54 then proceedsto step S5 of the flow chart of FIG. 3 .

Referring now to a suspension control of a subroutine (step S3″) of FIG.19 and a suspension control of a subroutine (step S4′) of FIG. 20 willnow be discussed. Here, the subroutine (step S3″) of FIG. 19 replacesthe subroutine (step S3) of FIG. 3 , while the subroutine (step S4″) ofFIG. 20 replaces the subroutine (step S4) of FIG. 3 . Basically, thesubroutines (steps S3″ and S S4″) of FIGS. 19 and 20 considers travelingsurface roughness, traveling surface inclination and riding posture ofthe rider in determining the suspension settings of the rear shockabsorber RS and/or the front fork FF based on at least one terrain. Inthe pedaling state subroutine (step S3″), the controller 54 adjusts thesuspension settings of the rear shock absorber RS and/or the front forkFF based on traveling surface roughness, traveling surface inclinationand riding posture of the rider for when it is determined that apedaling state exists. In the non-pedaling state subroutine (step S4″),the controller 54 adjusts the suspension settings of the rear shockabsorber RS and/or the front fork FF based on traveling surfaceroughness, traveling surface inclination and riding posture of the riderfor when it is determined that a non-pedaling state exists. Thus, thesteps of the subroutines (steps S3″ and S S4″) of FIGS. 19 and 20 thatare identical to the subroutines (steps S3 and S4) of FIG. 3 will begiven the same reference symbol and will not discussed again for thesake of brevity.

Referring to the suspension control of the subroutine (step S3″) of FIG.19 , in step S31, the controller 54 determines an impact (e.g., includesat least traveling surface roughness) of the terrain human-poweredvehicle A. The impact detection is based on the detection results of oneor more of the detectors 52A to 52H. Once a judgement is made as to thelevel of the impact of the terrain on the human-powered vehicle A instep S31, the controller 54 then proceeds to one of steps S50, S60 orS70 based on the level of the impact (i.e., at least traveling surfaceroughness) of the terrain on the human-powered vehicle A. The steps S50,S60 or S70 are subroutines that use traveling surface inclination andriding posture of the rider for determining the suspension settings ofthe rear shock absorber RS and/or the front fork FF. The subroutine ofstep S50 is illustrated by the flow chart of FIG. 21 . The subroutine ofstep S60 is illustrated by the flow chart of FIG. 22 . The subroutine ofstep S70 is illustrated by the flow chart of FIG. 23 .

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be large (FIG. 21 ), thecontroller 54 then proceeds to step S51. In step S51, the controller 54determines traveling surface inclination of the terrain human-poweredvehicle A. Once a judgement is made as to the inclination of thehuman-powered vehicle A in step S51, the controller 54 then proceeds toone of steps S51A, S51B or S51C based on the inclination of thehuman-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 proceeds to steps S51A. Inthe case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 proceeds to steps S51B.In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 proceeds to steps S51C.In steps S51A, S51B or S51C, the controller 54 determines the ridingposture of the rider (sitting or standing). However, this controlprocess can be modified to determine a riding condition which includesboth riding posture of the rider and other parameters as needed and/ordesired.

In step S51A, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S52 where first sittingsuspension settings are selected. For example, as seen in FIG. 27 , thefirst sitting suspension settings can include setting a spring force tomedium or open, a damping to medium, a rear stroke to long and a frontstroke to short or mid. On the other hand, in step S51A, when the ridingposture of the rider is determined to be standing, the controller 54proceeds to step S53 where first standing suspension settings areselected. For example, as seen in FIG. 28 , the first standingsuspension settings can include setting a spring force to medium, adamping to medium or strong, a rear stroke to long and a front stroke toshort or mid.

In step S51B, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S54 where second sittingsuspension settings are selected. For example, as seen in FIG. 29 , thesecond sitting suspension settings can include setting a spring force tomedium or open, a damping to medium, a rear stroke to long or mid and afront stroke to long or mid. On the other hand, in step S51B, when theriding posture of the rider is determined to be standing, the controller54 proceeds to step S55 where second standing suspension settings areselected. For example, as seen in FIG. 30 , the second standingsuspension settings can include setting a spring force to medium, adamping to medium or strong, a rear stroke to long or mid and a frontstroke to long or mid.

In step S51C, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S56 where third sittingsuspension settings are selected. For example, as seen in FIG. 31 , thethird sitting suspension settings can include setting a spring force toopen or mid, a damping to medium, a rear stroke to short or mid, and afront stroke to long. On the other hand, in step S51C, when the ridingposture of the rider is determined to be standing, the controller 54proceeds to step S57 where third standing suspension settings areselected. For example, as seen in FIG. 32 , the third standingsuspension settings can include setting a spring force to mid, a dampingto medium, a rear stroke to long and a front stroke to short.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be medium (FIG. 22 ), thecontroller 54 then proceeds to step S61. In step S61, the controller 54determines traveling surface inclination of the terrain human-poweredvehicle A. Once a judgement is made as to the inclination of thehuman-powered vehicle A in step S61, the controller 54 then proceeds toone of steps S61A, S61B or S61C based on the inclination of thehuman-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 proceeds to steps S61A. Inthe case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 proceeds to steps S61B.In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 proceeds to steps S61C.In steps S61A, S61B or S61C, the controller 54 determines the ridingposture of the rider (sitting or standing). However, this controlprocess can be modified to determine a riding condition which includesboth riding posture of the rider and other parameters as needed and/ordesired.

In step S61A, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S62 where fourth sittingsuspension settings are selected. For example, as seen in FIG. 33 , thefourth sitting suspension settings can include setting a spring force tomedium, a damping to medium, a rear stroke to long and a front stroke toshort. On the other hand, in step S61A, when the riding posture of therider is determined to be standing, the controller 54 proceeds to stepS63 where fourth standing suspension settings are selected. For example,as seen in FIG. 34 , the fourth standing suspension settings can includesetting a spring force to medium, a damping to medium or strong, a rearstroke to long and a front stroke to short.

In step S61B, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S64 where fifth sittingsuspension settings are selected. For example, as seen in FIG. 35 , thefifth sitting suspension settings can include setting a spring force tomedium, a damping to medium, a rear stroke to long or mid and a frontstroke to long or mid. On the other hand, in step S61B, when the ridingposture of the rider is determined to be standing, the controller 54proceeds to step S65 where fifth standing suspension settings areselected. For example, as seen in FIG. 36 , the fifth standingsuspension settings can include setting a spring force to medium, adamping to medium or strong, a rear stroke to long or mid and a frontstroke to long or mid.

In step S61C, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S66 where sixth sittingsuspension settings are selected. For example, as seen in FIG. 37 , thesixth sitting suspension settings can include setting a spring force tomedium, a damping to medium, a rear stroke to short, and a front stroketo long. On the other hand, in step S61C, when the riding posture of therider is determined to be standing, the controller 54 proceeds to stepS67 where sixth standing suspension settings are selected. For example,as seen in FIG. 38 , the sixth standing suspension settings can includesetting a spring force to medium, a damping to medium or strong, a rearstroke to short and a front stroke to long.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be small to zero (FIG. 23 ),the controller 54 then proceeds to step S71. In step S71, the controller54 determines traveling surface inclination of the terrain human-poweredvehicle A. Once a judgement is made as to the inclination of thehuman-powered vehicle A in step S71, the controller 54 then proceeds toone of steps S71A, S71B or S71C based on the inclination of thehuman-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 proceeds to steps S71A. Inthe case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 proceeds to steps S71B.In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 proceeds to steps S71C.In steps S71A, S71B or S71C, the controller 54 determines the ridingposture of the rider (sitting or standing). However, this controlprocess can be modified to determine a riding condition which includesboth riding posture of the rider and other parameters as needed and/ordesired.

In step S71A, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S72 where seventh sittingsuspension settings are selected. For example, as seen in FIG. 39 , theseventh sitting suspension settings can include setting a spring forceto closed, a damping to slow or mid, a rear stroke to long and a frontstroke to short. On the other hand, in step S71A, when the ridingposture of the rider is determined to be standing, the controller 54proceeds to step S73 where seventh standing suspension settings areselected. For example, as seen in FIG. 40 , the seventh standingsuspension settings can include setting a spring force to closed, adamping to mid or strong, a rear stroke to long and a front stroke toshort.

In step S71B, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S74 where eighth sittingsuspension settings are selected. For example, as seen in FIG. 41 , theeighth sitting suspension settings can include setting a spring force toclosed or mid, a damping to slow or mid, a rear stroke to long or midand a front stroke to long or mid. On the other hand, in step S71B, whenthe riding posture of the rider is determined to be standing, thecontroller 54 proceeds to step S75 where eighth standing suspensionsettings are selected. For example, as seen in FIG. 42 , the eighthstanding suspension settings can include setting a spring force toclosed, a damping to strong or mid, a rear stroke to mid or long and afront stroke to mid or long.

In step S71C, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S76 where ninth sittingsuspension settings are selected. For example, as seen in FIG. 43 , theninth sitting suspension settings can include setting a spring force toclosed or mid, a damping to slow or mid, a rear stroke to short, and afront stroke to long. On the other hand, in step S71C, when the ridingposture of the rider is determined to be standing, the controller 54proceeds to step S77 where ninth standing suspension settings areselected. For example, as seen in FIG. 44 , the ninth standingsuspension settings can include setting a spring force to closed or mid,a damping to strong or mid, a rear stroke to short and a front stroke tolong.

Referring to the suspension control of the subroutine (step S4″) of FIG.20 , in step S41, the controller 54 determines an impact (e.g., includesat least traveling surface roughness) of the terrain human-poweredvehicle A. The impact detection is based on the detection results of oneor more of the detectors 52A to 52H. Once a judgement is made as to thelevel of the impact of the terrain on the human-powered vehicle A instep S41, the controller 54 then proceeds to one of steps S80, S90 orS100 based on the level of the impact (i.e., at least traveling surfaceroughness) of the terrain on the human-powered vehicle A. The steps S80,S90 or S100 are subroutines that use traveling surface inclination andriding posture of the rider for determining the suspension settings ofthe rear shock absorber RS and/or the front fork FF. The subroutine ofstep S80 is illustrated by the flow chart of FIG. 24 . The subroutine ofstep S90 is illustrated by the flow chart of FIG. 25 . The subroutine ofstep S100 is illustrated by the flow chart of FIG. 26 .

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be large (FIG. 24 ), thecontroller 54 then proceeds to step S81. In step S81, the controller 54determines traveling surface inclination of the terrain human-poweredvehicle A. Once a judgement is made as to the inclination of thehuman-powered vehicle A in step S81, the controller 54 then proceeds toone of steps S81A, S81B or S81C based on the inclination of thehuman-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 proceeds to steps S81A. Inthe case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 proceeds to steps S81B.In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 proceeds to steps S81C.In steps S81A, S81B or S81C, the controller 54 determines the ridingposture of the rider (sitting or standing). However, this controlprocess can be modified to determine a riding condition which includesboth riding posture of the rider and other parameters as needed and/ordesired.

In step S81A, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S82 where tenthsitting and standing suspension settings are selected. For example, asseen in FIG. 45 , the tenth sitting and standing suspension settings caninclude setting a spring force to medium, a damping to medium or strong,a rear stroke to long and a front stroke to short or mid. While thesuspension settings are the same for sitting and standing when it hasbeen determined that the impact (traveling surface roughness) is largeand the inclination is ascending, it will be apparent from thisdisclosure that the suspension settings for sitting and standing can bedifferent when it has been determined that the impact (traveling surfaceroughness) is large and the inclination is ascending.

In step S81B, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S83 whereeleventh sitting and standing suspension settings are selected. Forexample, as seen in FIG. 46 , the eleventh sitting and standingsuspension settings can include setting a spring force to medium, adamping to medium or strong, a rear stroke to long or mid, and a frontstroke to long or mid. While the suspension settings are the same forsitting and standing when it has been determined that the impact(traveling surface roughness) is large and the inclination is flat(level), it will be apparent from this disclosure that the suspensionsettings for sitting and standing can be different when it has beendetermined that the impact (traveling surface roughness) is large andthe inclination is flat (level).

In step S81C, when the riding posture of the rider is determined to besitting, the controller 54 proceeds to step S84 where twelfth sittingsuspension settings are selected. For example, as seen in FIG. 47 , thetwelfth sitting suspension settings can include setting a spring forceto open or mid, a damping to medium, a rear stroke to short or mid, anda front stroke to long. On the other hand, in step S81C, when the ridingposture of the rider is determined to be standing, the controller 54proceeds to step S85 where twelfth standing suspension settings areselected. For example, as seen in FIG. 48 , the twelfth standingsuspension settings can include setting a spring force to open or mid, adamping to medium or strong, a rear stroke to long or mid, and a frontstroke to long.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be medium (FIG. 25 ), thecontroller 54 then proceeds to step S91. In step S91, the controller 54determines traveling surface inclination of the terrain human-poweredvehicle A. Once a judgement is made as to the inclination of thehuman-powered vehicle A in step S91, the controller 54 then proceeds toone of steps S91A, S91B or S91C based on the inclination of thehuman-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 proceeds to steps S91A. Inthe case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 proceeds to steps S91B.In the case where the inclination of the human-powered vehicle A isdetermined to be descending, the controller 54 proceeds to steps S91C.In steps S91A, S91B or S91C, the controller 54 determines the ridingposture of the rider (sitting or standing). However, this controlprocess can be modified to determine a riding condition which includesboth riding posture of the rider and other parameters as needed and/ordesired.

In step S91A, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S92 wherethirteenth sitting and standing suspension settings are selected. Forexample, as seen in FIG. 49 , the thirteenth sitting and standingsuspension settings can include setting a spring force to medium, adamping to medium, a rear stroke to long and a front stroke to short.While the suspension settings are the same for sitting and standing whenit has been determined that the impact (traveling surface roughness) ismedium and the inclination is ascending, it will be apparent from thisdisclosure that the suspension settings for sitting and standing can bedifferent when it has been determined that the impact (traveling surfaceroughness) is medium and the inclination is ascending.

In step S91B, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S93 wherefourteenth sitting and standing suspension settings are selected. Forexample, as seen in FIG. 50 , the fourteenth sitting and standingsuspension settings can include setting a spring force to medium, adamping to medium, a rear stroke to long or mid and a front stroke tolong or mid. While the suspension settings are the same for sitting andstanding when it has been determined that the impact (traveling surfaceroughness) is medium and the inclination is flat (level), it will beapparent from this disclosure that the suspension settings for sittingand standing can be different when it has been determined that theimpact (traveling surface roughness) is medium and the inclination isflat (level).

In step S91C, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S94 wherefifteenth sitting and standing suspension settings are selected. Forexample, as seen in FIG. 51 , the fifteenth sitting and standingsuspension settings can include setting a spring force to medium, adamping to medium, a rear stroke to short, and a front stroke to long.While the suspension settings are the same for sitting and standing whenit has been determined that the impact (traveling surface roughness) ismedium and the inclination is descending, it will be apparent from thisdisclosure that the suspension settings for sitting and standing can bedifferent when it has been determined that the impact (traveling surfaceroughness) is medium and the inclination is descending.

In the case where the level of the impact of the terrain on thehuman-powered vehicle A is determined to be small to zero (FIG. 26 ),the controller 54 then proceeds to step S101. In step S101, thecontroller 54 determines traveling surface inclination of the terrainhuman-powered vehicle A. Once a judgement is made as to the inclinationof the human-powered vehicle A in step S101, the controller 54 thenproceeds to one of steps S101A, S101B or S101C based on the inclinationof the human-powered vehicle A.

In the case where the inclination of the human-powered vehicle A isdetermined to be ascending, the controller 54 proceeds to steps S101A.In the case where the inclination of the human-powered vehicle A isdetermined to be flat (level), the controller 54 proceeds to stepsS101B. In the case where the inclination of the human-powered vehicle Ais determined to be descending, the controller 54 proceeds to stepsS101C. In steps S101A, S101B or S101C, the controller 54 determines theriding posture of the rider (sitting or standing). However, this controlprocess can be modified to determine a riding condition which includesboth riding posture of the rider and other parameters as needed and/ordesired.

In step S101A, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S102 wheresixteenth sitting and standing suspension settings are selected. Forexample, as seen in FIG. 52 , the sixteenth sitting and standingsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to long and a front stroke toshort. While the suspension settings are the same for sitting andstanding when it has been determined that the impact (traveling surfaceroughness) is small to zero and the inclination is ascending, it will beapparent from this disclosure that the suspension settings for sittingand standing can be different when it has been determined that theimpact (traveling surface roughness) is small to zero and theinclination is ascending.

In step S101B, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S103 whereseventeenth sitting and standing suspension settings are selected. Forexample, as seen in FIG. 53 , the seventeenth sitting and standingsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to mid or long and a frontstroke to mid or long. While the suspension settings are the same forsitting and standing when it has been determined that the impact(traveling surface roughness) is small to zero and the inclination isflat (level), it will be apparent from this disclosure that thesuspension settings for sitting and standing can be different when ithas been determined that the impact (traveling surface roughness) issmall to zero and the inclination is flat (level).

In step S101C, when the riding posture of the rider is determined to besitting or standing, the controller 54 proceeds to step S104 whereeighteenth sitting and standing suspension settings are selected. Forexample, as seen in FIG. 54 , the eighteenth sitting and standingsuspension settings can include setting a spring force to closed or mid,a damping to slow or mid, a rear stroke to short, and a front stroke tolong. While the suspension settings are the same for sitting andstanding when it has been determined that the impact (traveling surfaceroughness) is small to zero and the inclination is descending, it willbe apparent from this disclosure that the suspension settings forsitting and standing can be different when it has been determined thatthe impact (traveling surface roughness) is small to zero and theinclination is descending.

In understanding the scope of the suspension control system according tothe present invention, which is to adjust an operating state of asuspension using detection information relating to a running conditionof the human-powered vehicle indirectly indicative of a pedaling stateof the human-powered vehicle, the suspension control system is notlimited to the embodiments disclosed in the specification. As usedherein, the term “comprising” and its derivatives, as used herein, areintended to be open ended terms that specify the presence of the statedfeatures, elements, components, groups, integers, and/or steps, but donot exclude the presence of other unstated features, elements,components, groups, integers and/or steps. The foregoing also applies towords having similar meanings such as the terms, “including”, “having”and their derivatives. Also, the terms “part,” “section,” “portion,”“member” or “element” when used in the singular can have the dualmeaning of a single part or a plurality of parts unless otherwisestated.

As used herein, the following directional terms “frame facing side”,“non-frame facing side”, “forward”, “rearward”, “front”, “rear”, “up”,“down”, “above”, “below”, “upward”, “downward”, “top”, “bottom”, “side”,“vertical”, “horizontal”, “perpendicular” and “transverse” as well asany other similar directional terms refer to those directions of abicycle in an upright, riding position and equipped with the suspensioncontrol system. Accordingly, these directional terms, as utilized todescribe the suspension control system should be interpreted relative toa human-powered vehicle in an upright riding position on a horizontalsurface and that is equipped with the suspension control system. Theterms “left” and “right” are used to indicate the “right” whenreferencing from the right side as viewed from the rear of the ahuman-powered vehicle, and the “left” when referencing from the leftside as viewed from the rear of the a human-powered vehicle.

The phrase “at least one of” as used in this disclosure means “one ormore” of a desired choice. For one example, the phrase “at least one of”as used in this disclosure means “only one single choice” or “both oftwo choices” if the number of its choices is two. For another example,the phrase “at least one of” as used in this disclosure means “only onesingle choice” or “any combination of equal to or more than two choices”if the number of its choices is equal to or more than three.

Also, it will be understood that although the terms “first” and “second”may be used herein to describe various components, these componentsshould not be limited by these terms. These terms are only used todistinguish one component from another. Thus, for example, a firstcomponent discussed above could be termed a second component and viceversa without departing from the teachings of the present invention.

The term “attached” or “attaching”, as used herein, encompassesconfigurations in which an element is directly secured to anotherelement by affixing the element directly to the other element;configurations in which the element is indirectly secured to the otherelement by affixing the element to the intermediate member(s) which inturn are affixed to the other element; and configurations in which oneelement is integral with another element, i.e. one element isessentially part of the other element. This definition also applies towords of similar meaning, for example, “joined”, “connected”, “coupled”,“mounted”, “bonded”, “fixed” and their derivatives. Finally, terms ofdegree such as “substantially”, “about” and “approximately” as usedherein mean an amount of deviation of the modified term such that theend result is not significantly changed.

While only selected embodiments have been chosen to illustrate thepresent invention (suspension control system), it will be apparent tothose skilled in the art from this disclosure that various changes andmodifications can be made herein without departing from the scope of theinvention as defined in the appended claims. Thus, the suspensioncontrol system is not limited to the embodiments disclosed in thespecification. Also, the steps of the suspension control system can beomitted and/or shuffled as needed and/or desired. For example, unlessspecifically stated otherwise, the size, shape, location or orientationof the various components can be changed as needed and/or desired solong as the changes do not substantially affect their intended function.Also, for example, the parameters and values for setting an operatingstate of a suspension can be set by default or selected by a rider'spreferences. Unless specifically stated otherwise, components that areshown directly connected or contacting each other can have intermediatestructures disposed between them so long as the changes do notsubstantially affect their intended function. The functions of oneelement can be performed by two, and vice versa unless specificallystated otherwise. The structures and functions of one embodiment can beadopted in another embodiment. It is not necessary for all advantages tobe present in a particular embodiment at the same time. Every featurewhich is unique from the prior art, alone or in combination with otherfeatures, also should be considered a separate description of furtherinventions by the applicant, including the structural and/or functionalconcepts embodied by such feature(s). Thus, the foregoing descriptionsof the embodiments according to the present invention are provided forillustration only, and not for the purpose of limiting the invention asdefined by the appended claims and their equivalents.

What is claimed is:
 1. A suspension control system for a suspension of ahuman-powered vehicle, the suspension control system comprising: adetector configured to detect information relating to a runningcondition of the human-powered vehicle indirectly indicative of apedaling state of the human-powered vehicle; and an electroniccontroller configured to output a control signal to adjust an operatingstate of the suspension in accordance with the information detected bythe detector, the control signal including at least a first suspensioncontrol signal to set the suspension to a first operating state, and asecond suspension control signal to set the suspension to a secondoperating state different from the first operating state, and theelectronic controller being configured to output at least one of thefirst suspension control signal and the second suspension control signalto adjust the operating state of the suspension, wherein the controlsignal further includes a third suspension control signal to set thesuspension to a third operating state different from the first operatingstate and the second operating state, the electronic controller beingfurther configured to output the third suspension control signal toadjust the operating state of the suspension, wherein the operatingstate of the suspension includes at least one of a suspension stroke, aspring preload, and a lockout.
 2. A suspension control system for asuspension of a human-powered vehicle, the suspension control systemcomprising: a fluctuation detector configured to detect informationrelating to a fluctuation in a running condition of the human-poweredvehicle in a predetermined time interval, wherein the fluctuationincludes at least one of a tire air pressure, a vehicle acceleration, ahandlebar load, an assist power output, a chain state change, and aprecise speed; and an electronic controller configured to output acontrol signal to adjust an operating state of the suspension inaccordance with the information detected by the fluctuation detector,the control signal including at least a first suspension control signalto set the suspension to a first operating state, a second suspensioncontrol signal to set the suspension to a second operating statedifferent from the first operating state, the electronic controllerbeing further configured to output at least one of the first suspensioncontrol signal and the second suspension control signal to adjust theoperating state of the suspension.
 3. The suspension control systemaccording to claim 2, further comprising a detector configured to detectinformation relating to the running condition of the human-poweredvehicle indirectly indicative of a pedaling state of the human-poweredvehicle, the electronic controller being further configured to outputthe control signal to adjust the operating state of the suspension inaccordance with the information detected by the detector.
 4. Thesuspension control system according to claim 2, wherein the controlsignal further includes a third suspension control signal to set thesuspension to a third operating state different from the first operatingstate and the second operating state, the electronic controller being,further configured to output the third suspension control signal toadjust the operating state of the suspension.
 5. The suspension controlsystem according to claim 4, wherein the operating state of thesuspension relates to at least one of a suspension stroke, a springpreload, damping and a lockout.
 6. The suspension control systemaccording to claim 2, further comprising an additional detectorconfigured to detect additional information relating to at least one ofa riding posture of rider riding the human-powered vehicle and a terraincondition, and the electronic controller is configured to output thecontrol signal to adjust the operating state of the suspension inaccordance with the information in combination with the additionalinformation.
 7. The suspension control system according to claim 6,wherein the riding posture includes at least one of a sitting postureand a standing posture.
 8. The suspension control system according toclaim 6, wherein the electronic controller is configured to adjust adamping value in accordance with the additional information relating tothe terrain condition.
 9. The suspension control system according toclaim 2, wherein the control signal includes at least one of a frontsuspension adjustment signal and a rear suspension adjustment signal.10. A bicycle comprising the suspension control system according toclaim 2, the bicycle further comprising: a bicycle frame; a front wheelcoupled to the bicycle frame; a rear wheel coupled to the bicycle frame;and at least one of a front suspension provided between the bicycleframe and the front wheel and a rear suspension provided between thebicycle frame and the rear wheel.
 11. The suspension control systemaccording to claim 1, further comprising an additional detectorconfigured to detect additional information relating to at least one ofa riding posture of rider riding the human-powered vehicle and a terraincondition, and the electronic controller is configured to output thecontrol signal to adjust the operating state of the suspension inaccordance with the information in combination with the additionalinformation.
 12. The suspension control system according to claim 11,wherein the riding posture includes at least one of a sitting postureand a standing posture.
 13. The suspension control system according toclaim 11, wherein the electronic controller is configured to adjust adamping value in accordance with the additional information relating tothe terrain condition.
 14. The suspension control system according toclaim 1, wherein the control signal includes at least one of a frontsuspension adjustment signal and a rear suspension adjustment signal.15. A bicycle comprising the suspension control system according toclaim 1, the bicycle further comprising: a bicycle frame; a front wheelcoupled to the bicycle frame; a rear wheel coupled to the bicycle frame;and at least one of a front suspension provided between the bicycleframe and the front wheel and a rear suspension provided between thebicycle frame and the rear wheel.